Primer



Nov. 8, 1927.

C. L. BUTTERFIELD ET AL PRIMER Filed Dec. 19, 1925 2 Sheets-Sheet l NOV.8, C. L. BUTTERFIELD ET AL.

PRIMER Filed Dec. 19, 1923 2 Sheets-Sheet 2 lllllllllll amen W01:

Patented Nov. 8, 1927.,

CHARLES L. isnrrnnrlnLn AND onas snwnoiv, on ennnn tnnanvmrorrienngns-jSIGNORS or ONE-THIRD T GLEN L. KARE, or nnrnorr, 1VIIGI-IIGAN.-

PRIMER.

" Application filed December 19, I923. Serial No. 681,478.

Our invention aims to provide a priming device, for internal combustionengines ordinarily supplied with atomized or vaporized fuel from thecarbureter connected to the engineby an intake manifold communicatingwith the cylinders of the engine, gasoline,

kerosene or other fuel :as Ordinarily used and our invention aims to usequantities of such fuel for priming pu;rposes, 'the fuel being atomizedwithin the intake manifold of the engine 'so that it may be drawn intothe cylinders of the engine :for priming "and starting purposes. I

Foratomizing'the fuel in'the intake manifold ofthe'engine, for primingpurposes, we use'a'sinall electric motor attached to the in takemanifoldfor driving a distributor head within' the manifold, and provision ismade for delivering fuel to said distributor head in various ways, sothat the fuel may be atomized by centrifugal force setup by the drivendistributor head.

Gur inventionalso includes novel means "forsiinultaneously controllingthe starting of theelectric motor and the admission of priming fuel {tothe distributing head within theintake manifold of the engine, and wehave made provision'for'supplying air tothe di's'tributing head 'so thatit'm'ay communicaite with the-atomized priming fuel and alfo'rd adesiredadmixture of air and gas for priming purposes. 7

Our. invention will be hereinafter specifica'lly described and thenclaimed, and reference "Will now be had to, the drawings, wherein iFigure l'is a side elevation of a portion of an internal combustionengine provided with a primingdevice in accordance with 1 I innerendofthe reducedportion5-ofaa:motor end member 6. The nozzle 18 ispreferably. integral with the motor end member -6 and our invention; I vv Fig.2 is an enlarged longitudinal VQIlZlCtll sectional 'vlew of partof-the priming devloe;

Fig. 3 is a longitudinal sectional view of" .fold3.

one form offuel distributingand atomizing head;

Fig. 4 is'a side elevation of another form ofdistributing and atomizinghead;

Fig. 5.is a cross sectional view of the same;

Fig. 6 is a longitudinal sectional view of another form of distributingand atomizing head;

Fig. 7 is a cross sectional view of the priming device;

Fig. 8 is a horizontal sectional View taken on the line VIII-VIII ofFig. 7;

plan of a p-ortion of the primingdevice;

1 1g. 91s a Fig. 10 is an enlarged Fig. 11 is :an enlargedlongitudinalizsec stional Vle-WO-f a control de v1ce, .and

denotes a portion of an internalicombustiion engine having a carbureter2 connected to the engine 1 by an lntake'manlfold 3 which establishescommunication between the carbureter and the cylinders-of'the engine 1.for the lllZUII supply of an explosive mixture to the engine cylinders.

In order that our priming device maybe convenient-1y installed and usedin connection with the engine 1, we provide'the'mani fold 3 with anopening 4 having its walls crosssectional view of the distributingheadta'ken on 'thexline f screwthrea-ded to receive "the BXtGIZl'OEIlfYscrewthreaded reduced portion 5 of a motor end member 6 and said endmemberima'y be locked'in engagement with the "side WZL'llCOZE themanifold 3 by a jam nut 7 or other idevice. The motor end-member 6supports a conventional form ofsniall electric motor-i8 armaturesh'a-ft14. The armature'shaft 14 extends into the enlarged inner end of 11including afield 9, armature 10, and.;c0m-

mutator 11, brush holders '12 andi13, and an bore 15 axially of themotor endmem'herrfif and said armature shaft hasa reduced'touter end orshank 16 extending through :a rreextends inproximity to th'eaxis ofthemani- The motor end member 6 is provided with a vent '19communicating with the bore 15' and the 'arm'atureshaft 14 isslightlyreduced :as at 20, t'o'pr-ovide an annular chamber incommunication with the vent 19 and a lubricant passage 21 formed in thelower part of the motor end member 6. Mounted in the outer end of thelubricant passage Q1-is a conventional form of lubricant -holdingcup orreceptacle 22 adapted, to hold a lubricant '23 and the. lower end of awick 24 which exture shaft 14. The lubricant cup 22 may be removed whenit is to be filled or it may be supplied with lubricant through a bore26 in the motor end member 6 communicating with the lubricant passage 21intermediate itsgends. See Fig. 7. a

The motor end member 6, atone side. of

r the bore 15,.is providedwvith an opening27 and mounted 1n one end ofsaid opening an adjustabletubular valve seatmember 28 thatniaybeadjusted and mounted inthe motor'end member 6 by a nipple 29 attached tothe motor end member 6 and to a fuel supply conduit 30 leading from thefuel supply connection 31 .of thecarbureter 2, as best shown in Fig. 1.r

Adjustable in the opposite end of the opening 27 is a screw needle valve32 pro vided' with a crank-arm 33 and encircling said'valve and attachedto said crank and the member '6 is a coiled spring 34 which holds thevalve normally closed and seated on the valve seat member 28, butpermits of the crank 33 being actuated topartially rotate the screwvalveand unseat it.

Communicating with the opening 27, adjacent the valve seat member 28, isa port 35 extending at an angle to the axis of the bore 15 and openingat the nozzle 18 to discharge gasoline or other fuel at the end of saidnozzle.

Adjacent the fuel control needle valve 32 is an air control valve 36,similar to the valve 32, and adjustable to and from an angularly.disposed port 37 communicating with the reduced end 17 of the bore 15,the port 37 receiving air from an atmospheric port38 when the valve 36is open.

Mounted on the outer end or shank 16 of the armatureshaft 14 is a hollowhead 39 designed for distributing and atomizing gasoline or similarfuel, said head being in the form of a horizontally disposed cup whichhas its closed end fixed on the armature shaft 14 and its open endsurrounding the nozzle 18. The head is adapted to receive liquid fuelfrom the port 35 and air from the tor in operation, and the valve 32open, fuel will be supplied to the head 39 to be atomof air.

Instead of using the form of head just described we may make the head ofa series of nested sheet metal cups 42, asshownrin Fig. 3, or mountspaced bladed disks 43 on the armature shaft, as shown in Figs. 4 and 5,the disks being in proximity to each other and providing clearance for afuel supply pipe 44 adapted to deposit fuel, between the disks where itmay be broken up and thoroughly atomized by the action of the driven.

bladed disks. Then again, we mayxuse a 1101- low head 45 by mounting itsinnerjend on the armature shaft 16 and let the fuel supply i ,pipe 46extend into the outer end of thehead.

In this instance the fuel supply pipe 46 is carried by that wall ofthemanifold 3 opp'o site the motor end member 6, and as shown in Fig. 4 thefuel supply pipe 44 isindependent of the motor end member 6. It is nowapparent that we have disclosed three ways of supplying fuel to thedistributing and atomizing head which in itself may be designed toatomize the fuel used for priming purposes. J

For controlling the operation of the electric motor and the valves 32and 36, we employ a control device that may be advantageously located onthe instrument board 47 of an automobile or any support contiguous tothe engine 1.1' Thecontrol device includes a bracket 48 suitably mountedin the instrument board 47, saidbracket having opposed portions 49 forinsulated spring pressed contact members 50 and 51. The contactmember 51is connected by a Wire; 52 to the brush 13 of the motor and the otherbrush 12 of said motor is connected'by a wire 53 to a suit able sourceof electrical energy (not shown).

The same source of electrical energy is adapted to beconnected by a wire54 to the brush 59. The spring pressed contacts 50 and 51 normallyengage a tubular insulator 55 sli'dable in the bracket 48, saidinsulator having 7 its inner end providedwith a sleeve contact contactmembers 50 and 51 to complete an ,member 56 whichmay be engaged by the 7electrical circuit for the motor 8. In the in-- sulator 55 is a' handlerod 57 provided with a handle or button 58 andconnected to said handlerod and the crank 33 is a reach rod 59 to which may be connected abranch rod 60 for the crank of the air valve 36. This branch rod 60 maybe disconnected from the main reach rod 59 when air is not to be used inconnection with the priminggas. The

control device just described serves as a switch for controlling theoperation of the motor 8 and when the switch is-closed by a pull uponthehandle or knob 58 the fuel valve 32 is opened so that suction in themanifold 3 will raise fuel into the distribut ing and atomizing head tobe discharged and atomized by centrifugalforce produced by the motordriven head.

By supplying fuel to the distributing and atomizing head independent ofthe armature shaft 14, we can use the ordinary electric motor by simplysubstituting our motor end member for one of the usual end heads of anelectric motor. We need only provide an armature shaft extension and byusing a conventional form of motor we materially reduce the cost ofmanufacture'in connection With our device. While the device has beenprimarily designed for the explosive engines of automobiles and similarvehicles, yet it will be understood that the priming device manifold, amotor end member connected to the manifold and extending therein, anelectrlc motor connected to said end member and having an armature shaftextending through said end member into said manifold, a distributing andatomizing head in said manifold on the armature shaft of said motor andadapted to be revolved by said motor to distribute and atomize fuel bycentrifugal force, said motor end member being ported for the admissionof fuel and air to said head, valves controlling the supply of fuel andair to the ported end member, and means adapted to simultaneouslycontrol said valve and the operation of said motor. Y

2. The combination called for in claim 1, wherein the last mentionedmeans includes a handle rod connected to said valve and a switchassociated with said handle rod.

-3. The combination of an engine intake introducing fuel between saidmotor shaft and motor end member into said head, a

valve'controlling said fuel supply means, a

handle rod connected to said valve, and a switch associated with saidhandle rod and adapted to control the operation of said motordrivenhead. t

In testimony whereof we alfixour signa tures. a

CHARLES L. BUTTERFIELD. f JONAS sawnon.

